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Here
are some examples of recent MC Iron Works projects. |
Project Name: Marine Parkway
Bridge, New York City
Date: 1998-2000
Owner: MTA Bridges and Tunnels
General Contractor: KiSKA Construction Corportation USA,
Long Island City, NY
Steel Fabricator: Michelman-Cancelliere Iron Works, Lehigh
Valley, PA (AISC member)
Project Cost: $96 million Tonage: 3,500 tons of structural
steel
Awards: 2003 National Steel Bridge Alliance Prize in
Reconstructed category; On New York Construction's list
of Top 40 projects of 2002, No. 18
Description: The Marine Parkway Bridge, a steel truss bridge,
spans Jamaica Bay between the NYC boroughs of Brooklyn and Queens.
It was constructed in 1937 and won AISC's Prize Bridge Award,
having featured the world's longest vehicular vertical lift
span. After nearly 60 years of service without any major changes,
the bridge was in dire need of new concrete and steel grid decking
on the lift span from years of corrosion from runoff and road
salts. The project to rehabilitate the bridge widened the existing
roadway deck, improving traffic safety and structural integrity.
MC Iron Works supplied critical and cost-effective shop-fabricated
steel plates and shapes for reinforcement of supporting members
and provided replacement steel deck truss spans for the project.
SOURCE: "Marine Parkway Bridge - New York City" Modern Steel
Construction, November 2003, pp. 63-66.
Project Name: Rehabilitation of Whitehall Street Fan Plant
Date: 1999 to present
Owner: New York City Transit
Construction Team: Gottlieb Skanska, Inc., Underpinning
& Foundation Skanska, Inc., Michelman-Cancelliere Iron Works,
Kleinberg Electric Co., Inc., WDF/Greene, All Seasons Siding
Inc
Project Cost: $23.5 million
Tonage: 600 tons of structural steel
Award: Best of 2003 Awards, Award of Merit: Transit
Description: This job required "zero tolerance for mistakes"
to meet tight construction specifications and difficult logistics.
Successful completion required passing a 100-hour endurance
test to ensure adequate life-safety emergency ventilation service
for the tunnel First an existing street-level building had to
be demolished before constructing a new building with new electrical
power and ventilating equipment. It also involved the reconstruction
of a 250 lin. ft. transition tunnel, 85 ft. of vertical shaft
and 15,000 lin. ft. of fireline replacement. Obstacles such
as having to avoid city water pipes that served downtown buildings
during replacement of deteriorating sheet piling forced on-the-fly
redesignations of project specifications.
SOURCE: Reprint from New York Construction, December,
2003.
Project Name: Reconstruction of the 1 & 9 Cortlandt Street
Station and Subway Tunnels at World Trade Center, New York City
Date: 2002
Owner: Metropolitan Transportation Authority, NYC
General Contractors: Tully Construction Inc./A.J. Pegno
Construction Corp., Joint Venture, Flushing, N.Y.
Steel Fabricator/Supplier: Michelman-Cancelliere Iron
Works, Bath, PA
Project Cost: $92 million
Tonage: 1,100 tons of structural steel
Award: On New York Construction's list of Top
40 projects of 2002, No. 17
Description: "It is was one of the most impressive construction
jobs of 2002, and it meant a great deal, not only to the 70,000
commuters who ride the IRT subway everyday, but to our city
and our nation. The most serious damage to the region's infrastructure
caused by the terrorist attacks of September 11, 2001 was the
destruction of the Cortlandt Street Station of the IRT subway
line under the World Trade Center. It had been (and is again)
a major stop on the 1 & 9 line, the local subway route that
serves Manhattan's west side and the Bronx." stated New York
Construction (4).
This project involved the restoration subway tunnels required
to restore access to Lower Manhattan from New Jersey. Prior
to September 11, the station at World Trade Center station was
the busiest in this entire subway system (1). On September 11,
the WTC subway station beneath the buildings was nearly completely
destroyed due to the attack and clearance efforts. The two Hudson
subway tunnels that served the station were greatly damaged
by the inflow of water and debris, this inflow was mostly attributed
to the fire-fighting seawater runoff, which was pumped from
the Hudson River, and the building materials cleanup held at
the WTC site (3).
The restoration job first required removal of damaged track
and infrastructure in the two flooded tunnels (2). The extensive
damage necessitated the complete renovation of the tunnels,
including the replacement of all steel support structures, concrete,
communications, pumps, ventilation, and electrical. Michaelman-Cancelliere
supplied all of the steel posts for the tunnel's support structure
(4).
New York Governor George Pataki commended the amazing efforts
on this project that entailed 24/7 scheduling, commenting that,
"A reconstruction effort thought to take years was accomplished
in months" (4). Note: Many other contractors worked on the development
team for this project that have not been listed above.
SOURCES: 1. "Two States Move To Ease Commuting
Strains For Tens Of Thousands and Restore Transit Access to
Lower Manhattan" Date: January 31, 2002 Press Release Number:
5-02 http://www.hudsoncity.net/tubes/rebuildingpressrelease.html
2. "PA Begins Preliminary Work to Rebuild Temporary PATH Station
at WTC" Press release Number 27-02 March 27, 2002
http://www.hudsoncity.net/tubes/newwtcplans.html
3. World Tunneling. ""POTENTIAL FAILURE TURNED TO SUCCESS
IN PORT AUTHORITY PROJECT" p. 145. http://www.golder.com/archive/Potential_Failure.pdf
4. McGraw_Hill Construction, New York Construction "2002
Top 40 Projects" Web page. http://newyork.construction.com/projects/02_TopForty/
Project Name: Rehabilitation of Manhattan
Bridge, New York City
Date: 2000 to present
Owner: NYC DOT
General Contractors: Koch-Skanska
Steel Fabricator: Michelman-Cancelliere Iron Works
Project Cost: $180 million
Tonage: 3,750 tons of structural steel
Description: This toll-free bridge spanning
the East River is 6,855 feet (2,089m) in length, has seven lanes
of vehicular traffic plus four rapid transit tracks. It is a
major metropolitan artery supporting dense traffic between Brooklyn
and Manhattan. The bridge was first constructed in on the final
day of 1909 after construction began in October 1901 and was
the first suspension bridge constructed designed using the "deflection"
theory (3).
The scope of rennovation on this project was extensive due to
years of prolonged use of the bridge and subsequent wear. MC
Iron Works was charged with replacing transit floorbeams, roadway
stringer, bridge bearings, and highly complex 30' X 30' welded
end frame boxes.
SOURCES: 1. NYC.GOV, "DOT Reopens the
North Upper Roadway of Manhattan Bridge 60 Days Ahead of Schedule"
Thursday, May 29, 2003 Release# 03-59
http://www.nyc.gov/html/dot/html/about/pr2003/pr03_52.html
2. Wasser High-Tech Coatings, Inc. Web Site. "Manhattan Bridge,
New York City, NY - Project Experience" http://www.wassercoatings.com/Files/references/Manhattan%20Bridge%20%20.pdf
3. "Safespan Begins Work on Manhattan Bridge" NYC, NY Aug. 10,
2001
Project Name: Reconstruction of Stillwell
Avenue-Coney Island Terminal, New York City
Date: 2001 to present
Owner: New York City Transit
General Contractors: Granite/Halmer and Schiavone Construction
Company
Steel Fabricator: Michelman-Cancelliere Iron Works
Project Cost:
Tonage: 6,500 tons of structural steel
Description: This massive station is the confluence of
the four major BMT routes (the Brighton, Culver, Sea Beach,
and West End) (1). This project included the reconstruction
of the entire Rapid Transit Operations building station superstructure,
a new 350-foot long train shed encompassing all four platforms
and eight tracks which carry five major subway lines into the
station. Demolition and reconstruction of several buildings
housing Transit Authority and New York Police Department personnel
was also required. Work begun on the project in October 2001
(2).
MC Iron Works was involved in providing new structural steel
for seven train lines, a new rapid transit office, four new
platforms, and a highly complex tube truss shed.
SOURCES: 1. Feinman, Mark S. and Peggy Darlington.
"BMT Stillwell Avenue Station: An overview by Mark S. Feinman
and Peggy Darlington"
http://www.nycsubway.org/bmt/stillwell/
2. Granite Construction Inc.: Key Developments Web Page. "Granite
Construction Incorporated Subsidiary Awarded Subway Reconstruction
Contract In New York"
http://news.moneycentral.msn.com/ticker/sigdev.asp?Symbol=gva
Project Name: Rehabilitation of Median
for Gowanus Expressway, Brooklyn NYC
Date: 2001-2003 Owner: NYSDOT
General Contractor: Grace-El Sol
Steel Fabricator: Michelman-Cancelliere Iron Works
Project Cost:
Tonage: 2,250 tons of structural steel
Description: Located in Brooklyn, Gowanus
Expressway is an elevated highway that serves as the southern
extension of the Brooklyn-Queens Expressway (I-278), connecting
the Brooklyn-Battery Tunnel approach, the Prospect Expressway
(NY 27), the Belt Parkway and the Verrazano-Narrows Bridge (2).
Completed in 1941, the expressway has gone through many reconstruction
and rehabilitation projects to accommodate growing traffic demands
and continual deterioration. It went from four lanes to six
in 1959 and was further widened in 1964. In the 1990s, HOV lanes
were added. In 1998, a five-year plan was scheduled to make
emergency repairs to the viaduct superstructure and roadway
deck from the Belt Parkway terminus east (north) to the Brooklyn-Battery
Tunnel (I-478). The $107 million project, also included the
installation of a variable message system, was scheduled for
completion in 2003 (1).
In 2002, MC Iron Works was involved in providing structural
steel W56s at 50-foot lengths used to connect to existing floorbeams
to reinforce the structure for a new concrete median strip for
the expressway.
SOURCES: 1. Gowanus Expressway (I-278) Web page on NYCROADS.COM.
http://www.nycroads.com/roads/gowanus/
2. Transportation Alternatives: Sensible Transportation: Gowanus
Expressway Web page.
Transportation Alternatives Magazine.
http://www.transalt.org/campaigns/sensible/gowanus.html
Project Name: Reinforcing of the Bayonne
Bridge, Bayonne NJ
Date: 2001-2003
Owner: Port Authority of NY & NJ
General Contractors: American Bridge Company
Steel Fabricator: Michelman-Cancelliere Iron Works
Project Cost:
Tonage: 1,000 tons of structural steel
Description: Completed in 1931, the Bayonne
Bridge connects Bayonne, NJ, to Staten Island, NY, crossing
a stretch of water known as the Kill Van Kull (1). One of the
longest steel arch bridges in the world, it boasts a span of
1652 feet and a total length of 8100 feet. The deck is 150 feet
above water level. The 1997, a biennial inspection identified
numerous locations where severe corrosion had damaged some of
the bridge's members. These damaged members included stringers,
diaphragms, rocker bearings, anchor bolts, lateral bracing,
stiffeners, and miscellaneous support brackets (4).
In 2001, MC Iron Works began work on reinforcing the existing
structure with welded plate girders and box beams along with
full-penetration welded, heavy-duty attachments to existing
floorbeams. High Performance HPS70 grade steel was used.
SOURCES: 1. Bridges In The USA And Canada Web
page. New York City Bridges, New York State and New Jersey http://freespace.virgin.net/john.cletheroe/usa_can/bridges/#new_york_city
2. The Bayonne Bridge Web page.
http://www.panynj.gov/tbt/bbmain.HTM
3. Bayonne Steel Arch Bridge, BRIDGEPROS.COM
http://bridgepros.com/projects/BayonneBridge/Bayonne.htm
4. Port Authority of NY & NJ Web page. "Bayonne
Bridge Miscellaneous Metal Work Repairs" http://www.modjeski.com/projects/offproj/PANYNJ.htm
Project Name: Construction of Subway
Station Mezzanine at 53rd and Lexington Avenue, Manhattan,
New York City
Date: 2003
Owner: Metropolitan Transportation Authority/New York
City Transit
General Contractor: Slattery Skanska/Gottlieb Skanska,
Whitestone, NY
Steel Fabricator/Supplier:
Michelman-Cancelliere Iron Works, Bath, PA
Project Cost: $53 million
Tonage: 500 tons of temporary and permanent steel
Description:
This Manhattan subway station is a major stop on the city's
most crowded subway line and was plagued since the mid-60s
by an overcrowding problem on the narrow station platform,
prevalent since a connection to the No. 6 line was added at
that time. To solve the problem, the construction team would
build a 200-ft.-long, 25-ft.-wide, 8-ft.-high mezzanine to
connect the Third Avenue and Lexington Avenue ends of the
station. This new mezzanine negated the need use the platform
to transfer to the 6 train, reducing crowds on the platform.
One of the biggest challenges was digging into to ensure a
good footing for the decking structure while keeping the station
open and preventing any leakage into a station located 70
ft below street level and below the water table. Michelman-Cancelliere
supplied the steel necessary for this job.
SOURCE: 1. McGraw_Hill Construction,
New York Construction " New York Construction News | Under
the Streets of New York - Contractors Construct 200-ft.-long
Mezzanine Under 53rd St." Web page. Cover Story - May 2003.
http://newyork.construction.com/features/archive/0305_cover2.asp
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Copyright
MC Iron Works 2003
